Intake device for engine

ABSTRACT

In an intake device for an engine, the device having a fuel supply system for supplying fuel to an intake passage, a plurality of plates are positioned on an upstream side and a downstream side along a direction of a flow of intake air and arranged at different mounting angles from each other in the intake passage on a downstream side of the fuel supply system and the plurality of plates have a plurality of holes in different shapes.

BACKGROUND OF THE INVENTION

(1) Field of the Invention

The present invention relates to an intake device for an engine including a fuel supply system for supplying fuel to an intake passage.

(2) Description of Prior Art

Conventionally, there is a two-cycle engine or a four-cycle engine as an engine mounted on a vehicle such as a two-wheeled motorcycle and each of these engines is provided with an intake device. Some intake devices include fuel supply systems for supplying fuel to intake passages.

A mixture of air and fuel is supplied to such an intake device. Some intake devices include straightening plates disposed in intake passages in order to improve filling efficiency of the air-fuel mixture. However, straightening of the air-fuel mixture by using the straightening plate is not sufficient to atomize the air-fuel mixture and reduce harmful components in exhaust gas to ideal degrees.

SUMMARY OF THE INVENTION

The present invention has been made with the above circumstances in view and it is an object to provide an intake device for an engine, with which an atomization ratio of air-fuel mixture, combustion efficiency and fuel consumption can be improved and harmful components in exhaust gas can be reduced.

To solve the above problems and achieve the object, the present invention has the following structure.

According to the invention as set forth in claim 1, there is provided an intake device for an engine, the device comprising a fuel supply system for supplying fuel to an intake passage, wherein a plate having the large number of holes is disposed along a direction of a flow of intake air in the intake passage on a downstream side of the fuel supply system and the large number of holes are in different shapes.

With the invention as set forth in claim 1, the fuel supplied by the fuel supply system is mixed with air. The plate having the large number of holes in different shapes further facilitates turbulence to perform atomization. The air-fuel mixture atomized in two steps is supplied to thereby improve the combustion efficiency and fuel economy. Furthermore, a fuel component in the atomized air-fuel mixture remains as liquid drops in the holes in the plurality of plates and the residual air-fuel mixture is supplied during the next intake stroke to thereby further improve the combustion efficiency and reduce harmful components in the exhaust gas.

With the plate, a velocity of the flow of the intake air is not reduced irrespective of a mounting orientation of the intake passage to thereby further improve an atomization ratio of the air-fuel mixture, combustion efficiency, and fuel economy and reduce harmful components in the exhaust gas.

The fuel supplied by the fuel supply system is mixed with air. The plates having the plurality of holes in different shapes further facilitate turbulence to atomize the mixture and prevent blowing back. As a result, the fuel component in the air-fuel mixture remains as liquid drops in the holes of the plates and the residual air-fuel mixture is supplied during the next intake stroke. The air-fuel mixture atomized in the two steps is supplied to thereby improve the combustion efficiency and the fuel consumption and reduce harmful components in the exhaust gas.

According to the invention as set forth in claim 2, the plurality of holes in different shapes are arranged along the direction of the flow of the intake air.

With the invention as set forth in claim 2, the plurality of holes in different shapes and arranged along the direction of the flow of the intake air further facilitate turbulence to perform atomization.

According to the invention as set forth in claim 3, the plurality of holes in different shapes are arranged along a direction orthogonal to the direction of the flow of the intake air.

With the invention as set forth in claim 3, the plurality of holes in different shapes and arranged along the direction orthogonal to the direction of the flow of the intake air further facilitate turbulence to perform atomization.

According to the invention as set forth in claim 4, the plurality of holes in different shapes are arranged along the direction of the flow of the intake air and arranged along a direction orthogonal to the direction of the flow of the intake air.

With the invention as set forth in claim 4, the plurality of holes in different shapes and arranged along the direction of the flow of the intake air and arranged along the direction orthogonal to the direction of the flow of the intake air further facilitate turbulence to perform atomization.

According to the invention as set forth in claim 5, the holes in different shapes are arranged alternately.

With the invention as set forth in claim 5, alternate arrangement of the holes in different shapes further facilitates turbulence to perform atomization.

According to the invention as set forth in claim 6, the holes are throttle holes each having a narrower passage cross-sectional area on one side.

With the invention as set forth in claim 6, the throttle holes each having the narrower passage cross-sectional area on one side change a flow rate of the intake air and further facilitate turbulence to perform atomization.

According to the invention as set forth in claim 7, each of the throttle holes is composed of a larger-diameter passage portion and a smaller-diameter passage portion.

With the invention as set forth in claim 7, since each of the throttle holes is composed of the larger-diameter passage portion and the smaller-diameter passage portion, a diameter of the passage varies to change the flow rate of the intake air to thereby further facilitate turbulence to perform atomization.

According to the invention as set forth in claim 8, each of the throttle holes has a larger-diameter passage gradually tapering toward a smaller-diameter passage.

With the invention as set forth in claim 8, since each of the throttle holes has the larger-diameter passage gradually tapering toward the smaller-diameter passage, a diameter of the passage changes to change the flow rate of the intake air to thereby further facilitate turbulence to perform atomization.

According to the invention as set forth in claim 9, throttle sides of the throttle holes are arranged alternately on one side and the other side of the plate.

With the invention as set forth in claim 9, the throttle sides of the throttle holes arranged alternately on one side and the other side of the plate further facilitate turbulence to perform atomization.

According to the invention as set forth in claim 10, there is provided an intake device for an engine according to any one of claims 1 to 5, wherein each of the holes is a through hole having a uniform passage cross-sectional area.

With the invention as set forth in claim 10, the through holes each having the uniform passage cross-sectional area change the flow rate of the intake air to thereby further facilitate turbulence to perform atomization.

According to the invention as set forth in claim 11, the holes are larger on the upstream side and smaller on the downstream side.

With the invention as set forth in claim 11, since the holes are larger on the upstream side and smaller on the downstream side, turbulence is further facilitated to perform atomization on the upstream side and blowing back of the air-fuel mixture can be prevented on the downstream side.

According to the invention as set forth in claim 12, the plurality of plates having the large number of holes are positioned on an upstream side and a downstream side along a direction of the flow of the intake air and arranged at different mounting angles from each other.

With the invention as set forth in claim 12, the velocity of the flow of the intake air is not reduced irrespective of the mounting orientation of the intake passage to thereby further improve the atomization ratio of the air-fuel mixture, combustion efficiency, and fuel economy and reduce the harmful components in the exhaust gas.

According to the invention as set forth in claim 13, the plurality of plates having the large number of holes are integrally formed of one plate.

With the invention as set forth in claim 13, since the plurality of plates is integrated, the plates can easily be produced and mounted into the intake passage.

According to the invention as set forth in claim 14, the plate having the large number of holes is provided to intake means disposed in the intake passage.

With the invention as set forth in claim 14, a plate provided to the intake means such as a reed valve and a piston valve further facilitates turbulence and the atomized air-fuel mixture is directly supplied to a primary compression chamber for the intake air of a crank chamber to thereby improve the combustion efficiency and fuel economy. Moreover, by preventing blowing back, the fuel component in the atomized air-fuel mixture remains as liquid drops in the holes in the plate and the residual air-fuel mixture is supplied during the next intake stroke to thereby further improve the combustion efficiency and reduce the harmful components in the exhaust gas.

According to the invention as set forth in claim 15, the plate having the large number of holes is provided to an insulator disposed in the intake passage.

With the invention as set forth in claim 15, the insulator disposed in the intake passage and provided with the plate having the large number of plates completely intercepts blowing-back air-fuel mixture. As a result, the fuel component in the atomized air-fuel mixture remains as liquid drops in the holes in the plate and the residual air-fuel mixture is supplied during the next intake stroke to thereby further improve the combustion efficiency and reduce the harmful components in the exhaust gas.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a vertical sectional view of a two-cycle engine having an intake device.

FIG. 2 is a sectional view taken along a line II-II in FIG. 1.

FIG. 3 is a drawing showing an embodiment of another arrangement of a plate having a large number of holes.

FIGS. 4(a) to 4(c) are drawings showing another embodiment of the plate having the large number of holes.

FIGS. 5(a) to 5(c) are drawings showing another embodiment of the plate having the large number of holes.

FIGS. 6(a) to 6(c) are drawings showing another embodiment of the plate having the large number of holes.

FIGS. 7(a) to 7(c) are drawings showing another embodiment of the plate having the large number of holes.

FIG. 8 is a drawing showing another embodiment of the plate having the large number of holes.

FIGS. 9(a) and 9(b) are drawings showing another embodiment of the plate having the large number of holes.

FIG. 10 is a sectional view showing another embodiment of a reed valve.

FIG. 11 is a sectional view showing another embodiment of the reed valve.

FIG. 12 is a vertical sectional view showing another embodiment applied to a two-cycle engine.

FIG. 13 is a front view of an insulator.

FIG. 14 is a sectional view taken along a line XIV-XIV in FIG. 13.

FIG. 15 is a vertical sectional view of a four-cycle engine having an intake device.

DETAILED DESCRIPTION OF THE INVENTION

Embodiments of an intake device for an engine according to the invention will be described below based on the drawings. FIGS. 1 to 3 show the embodiment applied to a two-cycle engine. FIG. 1 is a vertical sectional view of the two-cycle engine having the intake device. FIG. 2 is a sectional view taken along a line II-II of the backside in FIG. 1. FIG. 3 is a drawing showing another arrangement of a plate having a large number of holes.

This two-cycle engine 1 includes a crankcase 2 composed of an upper case 3 and a lower case 4. Between the upper case 3 and the lower case 4, a crankshaft 5 is axially supported to be rotatable. The upper case 3 and the lower case 4 form a crank chamber 6.

A cylinder block 7 is mounted to the upper case 3 and a cylinder head 8 is mounted to the cylinder block 7. In a cylinder 9 formed in the cylinder block 7, a piston 10 is provided to be able to reciprocate. Among the cylinder 9, a head of the piston 10, and the cylinder head 8, a combustion chamber 11 is formed. To the cylinder head 8, a spark plug 12 is attached to face the combustion chamber 11. Formed in the cylinder block 7 are three scavenging passages 13 for connecting the crank chamber 6 and the combustion chamber 11 during a scavenging stroke and an exhaust passage 14 for exhausting exhaust gas from the combustion chamber 11 during an exhaust stroke. Out of three scavenging passages 13, two scavenging passages 13 are disposed to face each other in a radial direction of the cylinder 9 and the rest of the scavenging passages 13 is disposed to face the exhaust passage 14 between the two opposed scavenging passages 13.

Two piston rings 15 are provided to an upper portion of the piston 10. On a piston pin 20 provided to the piston 10, a smaller end 21 a of a connecting rod 21 is rotatably supported through a bearing 22 and a larger end 21 b of the connecting rod 21 is supported on a crankpin 23 of the crankshaft 5 through a bearing 24. By this connecting rod 21, reciprocation of the piston 10 is converted into rotary movement and transmitted to the crankshaft 5.

An intake pipe 30 is mounted to the upper case 3 of the crankcase 2 through a reed valve 70 and a carburetor 31, which is a fuel supply system is connected to the intake pipe 30. In the reed valve 70, an inlet 72 is formed in a body 71 and a valve 73 for opening and closing the inlet 72 and a valve stopper 74 are fastened together by using screws 75. The valve 73 of the reed valve 70 is opened during the intake stroke in which there is a negative pressure in the crank chamber 6 and the air-fuel mixture is drawn from an intake passage 30 a of the intake pipe 30. In this way, the reed valve 70 permits only a flow of intake air from the intake pipe 30 toward the crank chamber 6 and the crank chamber 6 is used as a primary compression chamber for the intake air.

In the reed valve 70 disposed in the intake passage 30 a on a downstream side of the carburetor 31 as the fuel supply system, a plurality of plates 200, 201 having a large number of holes 200 a, 201 a in different shapes are positioned on upstream and downstream sides along a direction of the flow of the intake air and arranged at different mounting angles from each other. The plurality of plates 200, 201 are made of metal such as aluminum and stainless steel or carbon material and the large number of holes 200 a, 201 a in different shapes are formed by blanking or cutting.

The downstream plate 200 is in such a positioned as to face the inlet 72 of the reed valve 70 and the upstream plate 201 is mounted at a different angle to cross the downstream plate 200 at an angle of about 45° as shown in FIG. 2.

Because the plurality of plates 200, 201 are positioned on the upstream and downstream sides along the direction of the flow of the intake air and arranged at different mounting angles from each other as described above, a flow rate of the intake air is not reduced irrespective of a mounting orientation of the intake passage 30 a to thereby further improve an atomization ratio of the air-fuel mixture, combustion efficiency, and fuel consumption and reduce harmful components in the exhaust gas, e.g., carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

In the present embodiment, the upstream and downstream two plates 200 and 201 are formed integrally of one plate, can be produced easily, and can be mounted in the intake passage 30 a easily.

The fuel supplied by the carburetor 31 as described above is mixed with air. However, when the valve 73 of the reed valve 70 opens to draw air through the inlet 72, the large number of holes 200 a, 201 a in different shapes of the plurality of plates 200, 201 further facilitate turbulence to perform atomization. The air-fuel mixture atomized in two steps and having a stable specific gravity is supplied to the crank chamber 6 to thereby improve the combustion efficiency and fuel consumption. Furthermore, a fuel component in the air-fuel mixture drawn during the primary compression remains as liquid drops in the holes 200 a, 201 a having different shapes of the plurality of plates 200, 201 and the residual air-fuel mixture is supplied during the next intake stroke to thereby further improve the fuel consumption.

The plurality of plates 200, 201 having the large number of holes 200 a, 201 a in different shapes are provided in the reed valve 70 disposed in the intake passage 30 a. The plurality of plates 200, 201 further facilitate the turbulence to perform the atomization and the atomized air-fuel mixture is directly supplied to the primary compression chamber for the intake air of the crank chamber 6 to thereby improve the combustion efficiency, the fuel consumption and reduce the harmful components in the exhaust gas, e.g., carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

The plurality of plates 200, 201 having the large number of holes 200 a, 201 a in different shapes may be disposed in the reed valve 70. In this way, the plurality of plates 200, 201 can be increased in size and the number of holes 200 a, 201 a in different shapes can be increased to thereby produce the turbulence more effectively to atomize the air-fuel mixture.

In the present embodiment, the plurality of plates, 200, 201 are arranged parallel to the flow of the air-fuel mixture. However, the plates 200, 201 may be arranged to be orthogonal to the flow of the air-fuel mixture or may be arranged at predetermined inclination angles with respect to the flow of the air-fuel mixture.

In an embodiment in FIG. 3, the downstream plate 200 is in such a position as to be orthogonal to the inlet 72 of the reed valve 70 and the upstream plate 201 crosses the downstream plate 200 at an angle of about 45° to have a different mounting angle. Thus, the flow rate of the intake air is not reduced irrespective of the mounting orientation of the intake passage 30 a to thereby further improve an atomization ratio of the air-fuel mixture.

Next, the holes 200 a, 201 a formed in the plurality of plates 200, 201 and having different shapes will be described below. The holes 200 a formed in the plate 200 and having different shapes will be described. Since the holes 201 a formed in the plate 201 have the same structures, description of them will be omitted.

The holes 200 a having different shapes in the plate 200 of an embodiment in FIGS. 4(a) to 4(c) will be described. FIG. 4(a) is a plan view of a portion of the plate, FIG. 4(b) is a sectional view taken along a line b-b in FIG. 4(a), and FIG. 4(c) is a sectional view taken along a line c-c in FIG. 4(a).

The plurality of holes 200 a in different shapes is arranged along a direction A of the flow of the intake air and along a direction B orthogonal to the flow of the intake air. The holes 200 a having different shapes are arranged alternately. Each of the holes 200 a having different shapes is a throttle hole having a narrower passage cross-sectional area on one side. In the present embodiment, the hole 200 a is composed of a larger-diameter passage portion 200 a 1 and a smaller-diameter passage portion 200 a 2. The smaller-diameter passage portions 200 a 2 of the throttle sides are arranged alternately on one side and the other side of the plate 200.

As described above, each of the holes 200 a having different shapes is the throttle hole, is composed of the larger-diameter passage portion 200 a 1 and the smaller-diameter passage portion 200 a 2, and has a varying passage diameter, which changes flow rates of the intake air passing through the holes 200 a having different shapes to thereby further facilitate turbulence to perform atomization.

The holes 200 a having different shapes in the plate 200 of an embodiment in FIGS. 5(a) to 5(c) will be described. FIG. 5(a) is a plan view of a portion of the plate, FIG. 5(b) is a sectional view taken along a line b-b in FIG. 5(a), and FIG. 5(c) is a sectional view taken along a line c-c in FIG. 5(a).

The plurality of holes 200 a in different shapes is arranged along the direction A of the flow of the intake air and along the direction B orthogonal to the direction of the flow of the intake air. The holes 200 a having different shapes are arranged alternately. Each of the holes 200 a having different shapes is a throttle hole having a narrower passage cross-sectional area on one side. In the present embodiment, a larger-diameter passage 200 a 3 of the hole 200 a gradually tapers toward a smaller-diameter passage 200 a 4. The smaller-diameter passages 200 a 4 of the throttle sides are arranged alternately on one side and the other side of the plate 200.

As described above, each of the holes 200 a having different shapes is the throttle hole with its larger-diameter passage portion 200 a 3 gradually tapering toward its smaller-diameter passage portion 200 a 4 and has a varying passage diameter, which changes flow rates of the intake air passing through the holes 200 a having different shapes to thereby facilitate turbulence to perform atomization.

The holes 200 a having different shapes in the plate 200 of an embodiment in FIGS. 6(a) to 6(c) will be described. FIG. 6(a) is a plan view of a portion of the plate, FIG. 6(b) is a sectional view taken along a line b-b in FIG. 6(a), and FIG. 6(c) is a sectional view taken along a line c-c in FIG. 6(a).

The plurality of holes 200 a in different shapes is arranged along the direction A of the flow of the intake air and along the direction B orthogonal to the flow of the intake air. The holes 200 a having different shapes are arranged alternately. Each of the holes 200 a having different shapes is a through hole having a uniform passage cross-sectional area and the holes 200 a are formed of smaller-diameter through holes 200 a 5 and larger-diameter through holes 200 a 6. The holes 200 a having different shapes change flow rates of the intake air to thereby further facilitate turbulence to perform atomization.

The holes 200 a having different shapes in the plate 200 of an embodiment in FIGS. 7(a) to 7(c) will be described. FIG. 7(a) is a plan view of a portion of the plate, FIG. 7(b) is a sectional view taken along a line b-b in FIG. 7(a), and FIG. 7(c) is a sectional view taken along a line c-c in FIG. 7(a).

The present embodiment has the similar structure to the embodiment shown in FIGS. 4(a) to 4(c), but the plurality of holes 200 a having different shapes are larger on the upstream side and smaller on the downstream side. Because the plurality of holes 200 a having different shapes are larger on the upstream side and smaller on the downstream side, turbulence is further facilitated on the upstream side and blowing back of the air-fuel mixture can be prevented on the downstream side.

In the embodiments in FIG. 4(a) to FIG. 7(c), the plurality of holes 200 a having different shapes and arranged along the direction A of the flow of the intake air and along the direction B orthogonal to the direction of the flow of the intake air further facilitate turbulence to perform atomization. However, the plurality of holes 200 a having different shapes may be arranged only along the direction A of the flow of the intake air or only along the direction B orthogonal to the direction of the flow of the intake air.

As described above, in the invention, the plates 200, 201 having the plurality of holes 200 a, 201 a having different shapes further facilitate turbulence to perform atomization and prevent blowing back. As a result, the fuel component in the air-fuel mixture remains as liquid drops in the holes 200 a, 201 a in the plates 200, 201, the residual air-fuel mixture is supplied during the next intake stroke, and the air-fuel mixture atomized in the two steps is supplied to thereby improve the combustion efficiency and fuel consumption and reduce the harmful components in the exhaust gas.

In an embodiment in FIG. 8, the large number of holes in a plate 50 are formed of large holes 50 a 1 on the upstream side and small holes 50 a 2 on the downstream side which are in different shapes from each other. In other words, the upstream holes 50 a 1 have larger diameters than the downstream holes 50 a 2, which further facilitates turbulence on the upstream side to perform atomization and prevents blowing back on the downstream side. In this way, the blowing-back air-fuel mixture is intercepted and remains as liquid drops in the downstream holes 50 a 2 and the residual air-fuel mixture is supplied during the next intake stroke. The air-fuel mixture atomized in two steps is supplied to thereby improve the combustion efficiency and fuel economy and reduce harmful components in the exhaust gas.

In an embodiment in FIGS. 9(a) and 9(b), FIG. 9(a) shows a case in which holes 50 a 3 on the most upstream side in the plate 50 are small, the upstream holes 50 a 1 are large, and the downstream holes 50 a 2 are small. In other words, the upstream holes 50 a 1 have larger diameters than the holes 50 a 3 on the most upstream side and the downstream holes 50 a 2 in the plate 50. FIG. 9(b) shows a case in which the holes 50 a 3 on the most upstream side have larger diameters, the upstream holes 50 a 1 have large diameters, and the downstream holes 50 a 2 have smaller diameters in the plate 50. Thus, it is possible to generate turbulence more efficiently to atomize the air-fuel mixture to thereby improve the combustion efficiency and fuel economy and reduce the harmful components in the exhaust gas.

FIG. 10 is a sectional view showing another embodiment of the reed valve. Inside the reed valve 300 of this embodiment, a plate 310 is disposed. The plate 310 has the large number of holes 310 a in different shapes and these holes 310 a in different shapes are formed as shown in FIG. 4(a) to 9(b).

FIG. 11 is a sectional view showing another embodiment of the reed valve. Inside the reed valve 300 of this embodiment, two center plates 301 and two outer plates 302 on outer sides of the center plates 301 are arranged. The two center plates 301 are deviated downstream from the outer plates 302. The two center plates 301 have the large number of holes 301 a 1 in different shapes and two outer plates 302 likewise have the large number of holes 302 a 1 in different shapes. These holes 310 a in different shapes are formed as shown in FIGS. 4(a) to 9(b).

FIG. 12 is a vertical sectional view showing another embodiment applied to a two-cycle engine. In the two-cycle engine 1 of this embodiment, a reed valve 401 is mounted in an intake air inlet portion 400 a of a crankcase 400 and a carburetor 403 which is a fuel supply system is connected to the intake air inlet portion 400 a through an intake pipe 402. In an intake passage 404 on a downstream side of the carburetor 403, a plate 405 having holes in different shapes is disposed and a clearance is formed between an outside of the cylindrical plate 405 and an inner wall of the intake passage 404.

In the two-cycle engine 1 of this embodiment, the reed valve 401 opens during a compression stroke in which a piston 410 moves up, the air-fuel mixture enters a crank chamber 411 and is burnt in a combustion chamber 412. The reed valve 401 closes during a scavenging stroke in which the piston 410 moves down, the air-fuel mixture in the crank chamber 411 is compressed and supplied through a scavenging passage 413 to the combustion chamber 412, and exhaust gas is exhausted from an exhaust passage 414. In this embodiment, the cylindrical plate 405 having the large number of holes in different shapes in the carburetor 403 generates turbulence to perform atomization and can intercept the air-fuel mixture blowing back to the clearance between the outside of the cylindrical plate 405 and the inner wall of the exhaust passage 414. As a result, the air-fuel mixture remains as liquid drops in the cylindrical plate 405 and the residual air-fuel mixture is supplied during the next intake stroke to thereby further improve the combustion efficiency.

FIGS. 13 and 14 show an embodiment of an insulator disposed in an intake system of the two-cycle engine, in which FIG. 13 is a front view of the insulator and FIG. 14 is a sectional view taken along a line XIV-XIV in FIG. 13.

In the insulator 500 of this embodiment, a plurality of ribs 501 having the large number of holes 501 a in different shapes are formed on a downstream side, a cylindrical plate 502 having the large number of holes 502 a in different shapes is disposed on an upstream side, and a clearance is formed between an outside of the cylindrical plate 502 and an inner wall of an exhaust passage 503. The ribs 501 are arranged along a flow of the intake air and the upstream and downstream holes 501 a of the ribs 501 may be different in size from each other. The upstream and downstream holes 502 a of the cylindrical plate 502 may be different in size from each other. The holes 501 a of the ribs 501 and the holes 502 a of the cylindrical plate 502 may be different in size from each other.

With the insulator 500 of this embodiment, the air-fuel mixture is atomized by the cylindrical plate 502 and the atomized air-fuel mixture is divided uniformly by the ribs 501 and mixed into a reed valve chamber. Therefore, it is possible to improve the combustion efficiency and the fuel economy and to reduce the harmful components in the exhaust gas, e.g., carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Moreover, due to the blowing-back air-fuel mixture, the air-fuel mixture remains as liquid drops between the ribs 501. Furthermore, it is possible to completely intercept the air-fuel mixture blowing back into between the outside of the cylindrical plate 502 and the exhaust passage 503. As a result, the air-fuel mixture remains as liquid drops in the cylindrical plate 502 and the residual air-fuel mixture is supplied during the next intake stroke to thereby further improve the combustion efficiency.

Next, an embodiment applied to a four-cycle engine will be described. FIG. 15 is a vertical sectional view of the four-cycle engine having the intake device.

In the present embodiment, a cylinder head 103 is mounted to a cylinder block 102 of the four-cycle engine 101 having a large number of cylinders and the cylinder head 103 is composed of a head lower portion 104 and a head upper portion 105. The head lower portion 104 and a piston 106 fitted in the cylinder block 102 form a combustion chamber 107 and a head cover 108 is mounted to the head upper portion 105. An intake passage 109 is formed in the head lower portion 104 and opens into the combustion chamber 107 through three branch passages 109 a.

In each of the branch passages 109 a of the intake passage 109, an intake valve 112 is provided and opens and closes to thereby supply the air-fuel mixture to the combustion chamber 107. In the head lower portion 104, an exhaust passage 115 is formed and is open in the combustion chamber 107 through a pair of branch passages 115 a. In each of the branch passages 115 a, an exhaust valve (not shown) is provided and opens and closes to thereby exhaust the exhaust gas from an exhaust pipe (not shown) connected to the exhaust passage 115.

An intake pipe 110 is connected to the intake passage 109 and an injector 111, which is a fuel supply system, is provided in the intake pipe 110 to inject fuel with predetermined timing. A spark plug 150 is mounted to the head lower portion 104 to face the combustion chamber 107.

In the intake passage 109 on a downstream side of the injector 111 as the fuel supply system, a plurality of plates 300, 301 having a large number of holes 300 a, 301 a are positioned on an upstream side and a downstream side along a direction of a flow of intake air and are arranged at different mounting angles from each other.

The fuel supplied by the injector 111 is mixed with air. The plurality of plates 300, 301 having the large number of holes 300 a, 301 a further facilitate turbulence to atomize the mixture. The air-fuel mixture atomized in two steps is supplied to thereby improve the combustion efficiency and fuel consumption. Furthermore, a fuel component in the atomized air-fuel mixture remains as liquid drops in the holes 300 a, 301 a having different shapes of the plurality of plates 300, 301 and the residual air-fuel mixture is supplied during the next intake stroke to thereby further improve the combustion efficiency.

A flow rate of the intake air is not reduced irrespective of a mounting orientation of the intake passage 109 to thereby further improve an atomization ratio of the air-fuel mixture, combustion efficiency, and fuel consumption and reduce harmful components in the exhaust gas, e.g., carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). 

1. An intake device for an engine, the device comprising a fuel supply system for supplying fuel to an intake passage, wherein a plate having the large number of holes is disposed along a direction of a flow of intake air in the intake passage on a downstream side of the fuel supply system and the large number of holes are in different shapes.
 2. An intake device for an engine according to claim 1, wherein the plurality of holes in different shapes are arranged along the direction of the flow of the intake air.
 3. An intake device for an engine according to claim 1, wherein the plurality of holes in different shapes are arranged along a direction orthogonal to the direction of the flow of the intake air.
 4. An intake device for an engine according to claim 1, wherein the plurality of holes in different shapes are arranged along the direction of the flow of the intake air and arranged along a direction orthogonal to the direction of the flow of the intake air.
 5. An intake device for an engine according to claim 1, wherein the holes in different shapes are arranged alternately.
 6. An intake device for an engine according to claim 1, wherein the holes are throttle holes each having a narrower passage cross-sectional area on one side.
 7. An intake device for an engine according to claim 6, wherein each of the throttle holes is composed of a larger-diameter passage portion and a smaller-diameter passage portion.
 8. An intake device for an engine according to claim 6, wherein each of the throttle holes has a larger-diameter passage gradually tapering toward a smaller-diameter passage.
 9. An intake device for an engine according to claim 7, wherein throttle sides of the throttle holes are arranged alternately on one side and the other side of the plate.
 10. An intake device for an engine according to claim 1, wherein each of the holes is a through hole having a uniform passage cross-sectional area.
 11. An intake device for an engine according to claim 1, wherein the holes are larger on the upstream side and smaller on the downstream side.
 12. An intake device for an engine according to claim 1, wherein the plurality of plates having the large number of holes are positioned on an upstream side and a downstream side along a direction of the flow of the intake air and arranged at different mounting angles from each other.
 13. An intake device for an engine according to claim 1, wherein the plurality of plates having the large number of holes are integrally formed of one plate.
 14. An intake device for an engine according to claim 1, wherein the plate having the large number of holes is provided to intake means disposed in the intake passage.
 15. An intake device for an engine according to claim 1, wherein the plate having the large number of holes is provided to an insulator disposed in the intake passage. 